Induction train control.



M. WEIL.

IAUUCUQN' H'FAIV CUNTRCL.

mucmlon man MAR. m3.

l ,$258,626. Patented Mur. 5, 191.5.

UNITED STATES PATENT OFFICE.

MAXIMILIAN WEIL, or NEW YORK, N. Y.; AssIciNoa` BY MESNE ASSIGNMENTS, ro

AUTOMATIC RAILWAY coN'raoL coivirANY, INC., or NEW YoaK, N. Y., A coaroaA- 'rIoN or NEW YORK.

Specication of Letters Patent.

INDUCTION TRAIN CONTROL.

Patented Mar. 5, 1918.

To all whom t may concern:

Be it known that I, MAXIMILIAN VEIL, a citizen of the United States` residing at New York city, in the county of New York and State of New York, have invented certain new and useful Improvements lin Induction Train Controls, of which the 'tollowing is a full, clear, and exact specitication.

T his invention relates to means for automatically controlling the speed of a locomotive or other vehicle by electroinductive devices operated without physical contact with a roadside device, said electroinductive devices being operative upon increase of current through one coil of a transformer car- -ried in part on the vehicle and in part externally thereof, but adapted to be in inductive relation at certain predetermined points.

According to the referred form of the 'invention shown in t e accompanying drawing, a portion of the core together with the primary coil is mounted upon the vehicle, and in inductive relation to the remaining portion of the core, which may be constituted ordinarily by the track rail, the latter at predetermined control points being magnetically interrupted, but associated at such points with a ma netic bridge having a winding thereon, Wereby at such oints the primary coil and core together wit the secondary coil and core and suitable secondary circuit controlling devices coperate to cause an increase of current in the primary circuit which is utilized to cause actuation of a controlling device, such for example, as a valve.

The primary circuit is preferably connected tol one coil of a dilerentially wound magnet, whose other coil is wound in the opposite direction and connected in shunt to the primary coil, The resultant ma etization of the differential magnet is su cient to prevent the operation of' a biased retarding device such as a Weighted valve, but when the current through the primary circuitis increased to such an extent as Vto neutralizevthe magnetization of the 'differential magnet due to the shunt circuit, the biased control device will operate to retard or stop the train or vehicle. The secondary circuit and its core will be mounted opposite the magnetically discontinuous sections of the magnetic circuit such as the ordinary track rail, which sections may be of manganese steel. The secondary coil and core will be laid close to the non-magnetic sections, and thc secondary circuit may be controlled byv an ordinary track relay, so that when the block ahead is clear the secondary circuit will be open, but when a train is in the block ahead, the secondary circuit will be automatically closed, at which time the current in the primary coil would be very largely increased. by reason of the reduced impedance ofthe transformer. In case the block ahead is "clear, the secondary circuit will remain open and the impedance of the transformer Will not be substantially reduced, so that the current flowing in the primary will not be sufficiently increased to neutralize the holding power of the shunt coil of the differential controlling magnet, It will be seen that an increase of the impedance of the primary circuit will not cause the train controlling device to operate.

In the accompanying drawings 1 represents a source of alternatingcurrent carried on the vehicle, one side of which is connected by wire 2, safety magnet 3 to terminal 4 of dilferential controlling magnet 5. The terminal 4 is connected to coil 6 of differential magnet 5 which is connected by wire 7 to the primary coil 8 carried on core 9, the other terminal of primary coil 8 being connected by wire 10 back to the generator or source of supply.

The` shunt circuit comprises Wire 11 connected to wire 2, thence through bridge 12 carried by the core of magnet 3; thence by wire 13 to coil 14 of diiferential magnet 5,

which` coil is Wound oppositely to coil 6 and has a larger number of ampere turns. The other end of coil 14 is connected by wire 15 to the return Wire 10.

The magnet 5 has a movable core 16, provided With a Weight 17 which is held up by the resultant magnetism of the differential coils 6, 14, but when the-pull exerted by theI magnet 5 drops suiiicicntly the Weight 17 causes the valve stem '16 to drop, and thereby aciperate the valves in a valve casing 18 to ect stoppage of the train. The specific details of this valve mechanism are not a( art of this invention and do not require urther description herein. l

.The core 9 upon leg 19 of which the. coi'l 8 is wound comprises in addition two legs 20, 21 at right angles to each'other. The legs 19 and 20 are disposed so as to be in inductive relation to the ordinary steel track rail 22, which is of course magnetic and forms a path in coperation with the poles 19 and 20 for the normal magnetic flux produced by thecurrent through the coil 8. At control points, such as blocks, there will be a nommagnetic section of track rail 24, such as manganese steel and just at one side of the track opposite the non-magnetic sections 24 will be placel a magnetic bridge or auxiliary core 25, herein shown as U- shaped cross section having its ends arranged in the path of the magneticflux between poles 21 and 19 of the core9. 2(5 is a secondary winding on core 25, having its terminals at mercury cups 27, 28. 29 is a bridging piece adapted to dip into the mercur cups and close the secondary circuit, an when lifted up by the'magnet 30 opens the secondary circuit. The magnet 30` is contained in a relay circuit 31 which includes the amature 32 of a track coil 33. Track coil 33 is operated in the well known manner being short-circuited when a train is in the block thereby allowing the armature 38 to open the circuit of magnet 30 atcontact 34, but when energizedcloses the circuit of magnet 30 at contact 34. When magnet lisenergized, that is, when `the block is clear, the secondary 20 will be open at mercury cu s 27, 28, but when magnet 30 is denergize as ,when atrain is in the block the bridge 29 will fall byits own4 weight into the mercury cups and complete 4the secondary circuit.

When the train is running .onthe `rails 22 it will be seen that the impedance of coil 8 will remain substantially constant by reason of the magnetic flux passing through the. rail between poles 19 and '20.' When the non-magnetic section 24 is reached, the

magnetic circuit will then be between pole 19iand core 25 to pole 21, whichwil l not change the impedance of the primary circuit .if the secondary 26 is open'. This will be thecase when the block ahead is clear, and consequently the current flowing in the primary circuit will not vary because the 1medance of the whole transformer will not be varied simply by changing the magnetic iiux from between poles 19 and v2,0 to

i lbetween poles 19 and 21. If, however, the

. a train in the coil 8 will be very greatly decreasedby secondary circuit be closed, as when-thereis the next block, the impedance of reason of the closed secondary, therebyvpermitting an increased current to flow through the primary coil 8. 'The normal reduced current owing through primary 8 and differential windings 6 and 14 produces a resultant magnetism sulicient to oppose the pull of weight 17 and thereby prevent operation of the retarding device 18, but when 'coil 14 is reduced, thereby permitting weight 17 to operate the controlling device. If the circuit of magnet 3 is interrupted, it will be seen that the bridging piece 12 will drop thereby opening both circuits of the differtial magnet 5 and allowing the weight to act to stop the train. If the circuit of primary coil 8 be opened the same result will occur, inasmuch as primary coil 8 and magnet 3 are in series. l' the circuit of coil 14 is opened the same result will occur inasmuch as the ampere turns of winding 6 will be insuilicient to oppose the weight 17. It will be observed that the coil 14 has sutiicient ampere turns to support the weight 17, notwithstanding the opposition due to relatively few ampere turns of coil 6, but that the coil 6 will overcome the neutralizing coil 14 suiliciently to permit the weight 17 to operate, when the current is increased in the primary -circuit including coil 8, upon passage ofthe train over core 25 when its secondar is closed.

It wil be'seen that the magnetic circuit of the transformer is practically com lete at all times, and means are provided w ereby the secondari7 of the transformer is brought into and out of ropr inductive the magnetic circuit. The present system is advantageous in that complicated and expensive road mechanism is eliminated tof gether with moving parts, absolute reliabill ity is secured byV reason of the differentially .wound magnet which upon interru tion of any circuit detects its own failures y stopping the trainand operating `at certain points to effect stoppage fof the train by increase of current in the primary circuit. It will also be understood that the locomotive devices can be suitably disposed on one or both sides of the locomotive as may be desired. If disposed on both sides, the con ncctions of coil 8 would be in multiple to the differential magnet 5. Vhile the system has been described herein with reference to the utilization of one or both of the track rails providedwith non-magnetic sections, it will be understood that the invention is `not necessarily embodied in such arran ment, though this is preferable, because o the reduced cost of installation.

Having thus described my invention, what l claim as new and desire to secure by Letters Patent of the'United StatesisI- 1. The combination with a vehicle, of acircuit thereon, a device responsiveto increase of current in said circuit, a. core' having a winding connected in said circuit, means external to the train `for normally completing a magnetic circuit including said core, and means external to the train at predetermined points for establishing an'alternative magnetic circuit including said core and reducing the impedance of said vehicle circuit to cause operation of said device.

2. The combination with a vehicle, of a circuit thereon, a device responsive to increase of current in said circuit, a core having a winding` connected in said circuit, means external to the train for normally completing a magnetic circuit including said core, means external to the train at certain points for completing an alternative magnetic circuit for said core, and means associated with said latter means e'ective to increase the current in said vehicle circuit by reducing the impedance of said Winding.

3. The combination with a vehicle, of a. circuit thereon, a device responsive to increase of current in said circuit, va core having a winding connected in said circuit, means external to the train for normally completing a magnetic circuit including said core, means external to the train at certain points for completing an alternative magnetic circuit for said. core, a winding on said means, and means for short circuiting said winding to effect operation of said device by increase of current through said first winding.

4. The combination with a vehicle, of a. circuit thereon, a coil in said circuit, altrack rail, a core carrying said coil and disposed adjacent the track rail so as to have its magnetic circuit completed thereby, a non-magnetic section of track rail, a core adjacent said non-magnetic section for maintaining the magnetic circuit, a winding onl said core, means for controlling the circuit of said winding, and a device en said vehicle responsive to variation of current in the vehicle circuit and coil.

5. The combination with a rail having a non-magnetic portion, of a stationary magnetic core adjacent said portion, a magnetic core carried on the vehicle 'and disposed to have its magnetic ux pass through the railv or through the stationary core without sub` stantial variation, a circuit on the vehicle having a Winding on the core carried by the vehicle, a device on the vehicle responsive to' increase of current in said winding, a Winding on said stationary core, and means for opening and closing the circuit of said Winding.

6. The combination with a vehicle, of a circuit thereon, a coil in said circuit, a track rail, a core carrying said coil and disposed adjacent the track rail so as to have its magnetic circuit completed thereby, a non-mag netic section of track rail, a fixed magnetic core parallel to and adjacent said section of rail, a winding on said core. means effective to control the current in said Winding, and a device responslve to v arla-tion of current in saidjelucle circult.

netic section of track rail, a

7. The combination with a vehicle, of a circuit thereon, a coilin said circuit, a track rail', a core carrying said coil and disposed adjacent the ltrack rail so as to have its magnetic circuit completed therebhy, a non-magxed magnetic core parallel to and. adjacent said section of rail, a winding on said core, means effective to control the current in said winding, and a device including a differential coil in said vehicle circuit.

8. The combination with a vehicle, of a circuit thereon, a coil in said circuit, a core carrying said coil, said core traveling adjacent a relatively stationary magnetic track rail so as 4to have its magnetic circuit normally completed thereby, a non magneticl rail section, a magnetic core adjacent said non magnetic rail section for completing an alternative magnetic circuit, a difieren-- tial magnet in circuit with said traveling coil,-a controlling device controlled by said magnet, and means including a winding on said stationary magnetic core and a switch for effecting operation of said device whenA said switch is in a predetermined position.

9. The combination with a vehicle, of a circuit thereon, a coil in said circuit, a core carrying said coil, said core travelingadjacent a relatively stationary magnetic track rail so as-to have its magnetic circuit normally completed thereby, a non magnetic rail section, a magnetic core adjacent said non magnetic rail section for completing an' alternative magnetic circuit, a differential magnet in circuit with said traveling coil,

a controlling device controlled -by said magnet, and means for weakening said differential magnet to operate said device at predetermined times, said means including a winding on said stationary magnetic core and a switch controlling said winding.

10.V The combination with a vehicle, of a Y circuit thereon, a coil'in said circuit` a core carrying said coil, said core being disposed adjacent a relatively stationary magnetic track rail so as to have its magnetic circuit completed thereby, a non-magnetic rail section'a magnetic core adj acent'said non-magnetic section for completing an alternative magnetic circuit, a secondary coil on said magnetic section, means for controlling the circuit of said coil, a diiferential magnet in circuit with said first coil, a controlling means;V and means whereby said differential magnet operates said controlling means when Asaid secondary circuit is closed and the 'core carried `by the vehicle is in position to complete said alternative magnetic circuit.

11. The combination with a vehicle having a circuit, of a core carried by the vehicle having two poles adapted to coperate with the rail to constitute a magnetic circuit, a stationary core, and alaterally djsposed pole adapted to coperate with said stationary core to constitute an alternative magnetic circuit, a winding-in said vehicle circuit carried by said movable core, and Va device responsive to variation of impedance of said winding.

12. The combination with a vehicle having a circuit, of a core carried by the vehicle having two poles adapted to cooperate with the rail to constitute a magnetic circuit, a stationary core, and a laterally disposed pole adapted to coperate with said stationary core to constitute an alternative magnetic circuit, windings on said stationary and movable cores respectively, means for opening and closing the circuit of thc winding on said stationary core, and a device responsive to variation of' impedance of the winding on said movable core. i 20 13. The combination with a rail having a non-magnetic portion, a magnetic bridge adjacentsaid portiomamagnetlccore carried onthevehicle having separate poles resepectively adjacent said rail and said bridge, a coil on said core, a Source ofalternating current,

means on said vehicle responsive to increase' thereby, a non-magnetic rail section, a magnetic core adjacent said non-magnetic rail section for completing an alternative mag netic circuit, means for varying the inductive conditions of said traveling core and Said stationary magnetic core to vary thel current in said coil, and a device carried by the vehicle responsive to such current varia.- tion, and also responsive to opening of the circuit of said coil.

In testimony whereof I affix my signature in presence of two witnesses.

MAXIMILIAN WEIL. Witnesses:

J. S. Woosm, G. N. KERK. 

